Monorail railway system.



L. E. FISCHER.

MONORAIL RAILWAY SYSTEM.

APPLICATION HLED.JAN.24, 1914.V

1,125,284. .Patented 112111111915.

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L. E. FISCHER.

MONORAIL RAILWAY SYSTEM.

APPLICATION FILED JAN. 24, 1914.

Patented Jan. 19, 1915.

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@fami UM sa LOUIs E. FISCHER, or sr. LoUIs, MISSOURI.

MONORAIIi RAILWAY SYSTEM.

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Speciicaton of Letters Patent.

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Application `led January 24, 1914. Serial No. 814,163.

To aZZ whom it may concern' Be it known that I, LoUIs E. FISCHER, citizen of the United States, residing at the city of St. Louis, in the State of Missouri, have invented certain new andA useful Improvements in Monorail Railway Systems,

of which the., following is a specification.

My invention relates broadly to railway systems, and specicallyto a class of railway systems commonly known as mono-rail systems.

Broadly, the purpose of my invention is to provide a practical mono-rail system, the same being rendered so by virtue of its economy, eiiiciency, strength, safety andv simplicity.

More specifically, the purpose of my invention is to providey a mono-rail system wherein the track and the carriages are designed with special reference to each other for the purpose of securing a proper distribution of the carriage load over the trackand its supporting members.

It is a further purpose of my invention to provide a mono-rail system in which adjacently disposed rails are adapted to supply support for the carriages and an electril cal circuit for the motive force.

Further, it is an obj ect of my invention to improve generally the track and carriage construction and the method of operation of i such systems. Y p

lt will be understood by reference to the accompanying' drawings that Figure 1 is a side elevation illustrating a portion of the track and a carriage. Fig. 2 is a section onv line 1-1 of Fig. 1. Fig. 3 is a detail partly in section illustrating a portion of the track construction.` Fig. 4 is a plan view ofthe construction shown in Fig. 1. Fig. 5 is a transverse vertical section of the construc tion shown in Fig. 1 showing vtwo tracks.

Referring now to the drawings in detail, it will be understood that the numerals 1 and 2 indicate any suitable form of rails, that shown being the ordinary T type.

The numerals 4 indicate suitable supporting standards which are maintained rigidly upright in any suitable manner, and which support cross brackets 3. As shown in Fig. 5, it will thus be seen that these cross brackets 3 extend outwardly at both sides of the standards 4. The rails 1 and 2 are carried on the outer arms of the cross brackets 3, and inasmuch as these rails are designed to form the transmission circuit, they are termined intervals, for afpurpose hereinafter indicated.

'The carriage consists generally of a truck l portion 8 and a body portion 7. T he latter mayvhave any characteristics which adapt it to passenger, freight, or other service, the

essential feature being that 1t be narrow so as to have the minimum amount of overhang, and thus exert a minimum amount of leverage on the supports.

The truck is possessed of certain essential characteristics both as to size and construction, as in these particulars it bears a specific relationship to `the construction andy dimensions of the track and track supports.

As illustrated, the truck is made up of the sills 14 which are `suitably stayed and con`` nected together by proper braces and cross pieces 13 and 14. The construction is such as to provide a very sti and rigid structure which will support the body without Vertical strain or ieXion of the truck.

As illustrated, the body may be supported from the truck by any suitable hangers 16 of proper formationto avoid thetrack `supports and to `provide attachment' to the truck. The truck is provided with a plu-` rality yOfwheels 9 carried on the axles 11 suitably journaled on theV truck, which wheels are adapted to ride on either of the rails l and 2, and are provided with flanges 12 on either side of the tread. The wheels are driven by a suitable transmission gearing 17, 18 and 19 which is actuated bythe motor or motors2l.

In the form illustrated, l have shown the truck equipped with live wheels, but, of

course, other numbers of wheels may be einployed. The length of the truck is suoli as to extend over three of the rail supports,

illustrated as the standards 4 and the brack-.

ets 3, and the relative spacing of the wheels is such that when any oneof the wheelsk is directly over onel of the rail supports, one or more of the other wheels will be directly over other rail supports. This is the char`- acteristic dimensional relationship of the track structure and the carriage structure, and

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its purpose is to secure equalization and distribution of the Weight of the carriage over the rail supports and prevent heavy loading of the rails at points removedA from the rail a', supports. The Weight and load capacity of the body is s o distributed as to equalize the load along the length of the truck, and, because the construction of the truck is possessed of much greater rigidity than are the rails, the Weight' of the' carriage will always be supported onl the vvheels which are near-- est to rail supports Thereby, excessive loading of the rails at points removed from the rail supports Where there wouldg be'danger of distortion or breaking of the rail', is

prevented. 4 l y In the position illustrated in Fig; 1,-it is obvious that one-fourth of the Weight of the carriage Will be supported on each of the first and iifth' Wheels, and one half by the thi-rd Wheel, and the secondy and fourthv Wheels will be carrying n'oload'l and deliver'- ing nofload to' the rail. l1 the second Wheel vvere over a support, the' fourth Wheel would be over another support, and each of s'aid Wheels would be carrying one-'half 'the carriage load, and the first, third and fifth Wheels would be delivering no load to the rails. When none of the .vheel's" are over rail supports, the carriage load will be distributed among them inversely in ratio to their distances from the' supports nearest them. Thus, if the' Wheels were all equid'istant from rail'v supports, each Wheel Would be carrying one'l'ifth of the carriage load. s' a result of this arrangement, it will be seen that the Weight of the carriage willval'- Ways be transmitted' to the' rails at points' adjacent the' rail supports rather than at points removed from' the rail supports. As a result, the rails will never be broken or distorted byloading them at points Where they are unablev to carry the' stresses. This construction in eiliect provides a movable truss which supports the car, and which is movable along over the' supports. Als this truss is moved`r along' over the supports, the loading of the different Wheels is constantly changing, due to the flexibility oit' the rail 50 and the specific spacial relationship ot the Wheels and supports The' truss forms a movable cantaliver having' shifting fulcruni points, Which fulcru'm points" are always on the' Wheels in closest proximity to the sup- 55 ports. v e

As stated above, the rails4 1 and 2 are designed to form the circuit for the transmission or" the current to runth'e motorsA 2l'. Hence, one of sai'drailsvv'ill be of positive @o polarity, and the other of nega-tivev polarity.` The current contact for the carriage motors may be made throi'igh the Wheels 9 or :'65 therefrom, are ther-011er blocks a2- and as', in

each of Which is mounted a metal roller 24. These rollers are designed to supply for the carriage a current contact of polarity opposite to thatsupplied by the rail upon which the carriage is supported. Hence, each of the blocks 28, which are kdesigned to' serve cars supported on rail 2, is electrically connected with rail l', and each of blocks 22, which are designed to serve cars supported on rail l, is electrically connected with rail Conveniently supported onl the carriage are the' brackets orarms 27 Which support a' shoe 28, which shoe is designed to make contact Withthe rollers 24 whereby to complete' the shunt between rails 1 and 2 through the' operating mechanism of the carriage. The arrangement of the shoe is such that itA will alvvays bein contact with one or more' of the rollers 21,1', and hence the current supply to the carriage operating mechanism is constantly preserved. lt Will be understood that but slight modification of the circuit arrangements employed will bev necessary for their adaptation to single track operation should such be desired, and it is obvious moreover thatv a suitable source of electrical energy' may be carried by the carif desired.

Atny suitable form of braking mechanism, suchV asa sortI wherein the braking friction isv applied to the' Wheels' may be employed` Propeller 29 may form' a" part of the car equipment, which propeller may be actuatedy by a suitable power mechanism, either to drive the car or, byreverse rotation, to oppose its progress. The'` distribution of Weight on the truck should be suchv as to slightly incline it i'nyvardly4 toward the center yoit the brackets 3. Thereby, 'electrical contact of the shoe 28 with the rollers 24: is insured, and increased stability of suspension is obtained. This construction and arrangement is' not only designed for very rapidV travel, but also combines economy of construction with safety of service. l

It is obvious that the principles of construction as hereinafter claimed are equally applicable to a modified suspended rail system in Which tivo adjacent rails are used to support e the carriages'. y

It will be obvious that many modifications of the system and construction shown and described Will suggest themselves to those skilled in the art, and therefore,I l do not desire my invention to be (':onstrued as l@ limited to the embodiments herein shown, but intend that the appended claims be construed to comprehend all modiiications within the spirit of the invention.

What I claim is:

1. In a mono-rail system, the combination of a rail supported by standards and a car supported from said rail at three or more points spaced apart longitudinally and movable along the saine, the supports of said car upon said'rail having a definite specific relationship to the spacing between said standards, and the interval between the terminal supports being at least sufficient to include three of said standards.

2. In a railway system, in combination,

an elevated rail, supportsv for said rail disposed at predetermined intervals, a carriage adapted for movement along said rail, said carriage including a plurality of wheels having relatively fixed axes and adapted to travel on the rail; the alternate wheels being spaced apart a distance equal to the spacing of the said rail supports.

3. In amono-rail system, the combination of a rail having suitable supports, a truck supported upon said rail at three or more points and having a length equal to or exceeding the distance between any three adjacent supports, and a car body secured to said truck, said truck being movable along said rail.

4. In a railway system, the combination of an elevated rail, supports for said rail disposed at predetermined intervals, a truck supported on and movable along said rail, a car supported on said truck, said truck including a plurality of wheels adapted to travel on said rail, said wheels being arranged in pairs spaced apart a distance equal to the spacing interval of said supports, certain wheels of certain of said pairs being disposed intermediate the wheels forming others of said pairs.

5. In a mono-rail system, the combination of' a rail, supports for said rail disposed at predetermined intervals, a rigid truck portion, having three or more wheels adapted to cooperate with said rail disposed on said truck portion in alinement, the spacing of certain of said wh'eels on said truck portion coinciding with the spacing of certain of said supports. A

6. In a mono-rail system, the combination of a rail, supports for said rail disposed at intervals, a truck portion relatively stiffer than said rail, a car body supported from said truck portion, wheels disposed on said truck portion and adapted to cooperate with said rail at three or more points longitudinally of the truck portion and over a plurality of said rail supports to afford a movable support for said body, and means for propelling the truck portion along the rail.

7. In a mono-rail system, the combination of a rail, supports for said rail disposed at intervals, a relatively rigid truck having a length at least equal to that of two of said intervals, wheels disposed in alinement on said truck and adapted to coperate with said rail to support the truck at three or more points longitudinally thereof, the longitudinal spacing of said wheels being such as to enable certain of said wheels to register simultaneously with certain of said supsaid truck and adapted to coperate with said rail at three or more points longitudinally thereof, the longitudinal spacing of' certain of said wheels exceeding the maximum spacing of juxtaposed supports, and a body supported from said truck and adapted to balance the same on said rail.

9. In a mono-rail system, a flexible rail, supports for said rail disposed at intervals, an inflexible truck having a length at least equal to that of two of said intervals, wheels disposed on said truck and adapted to Coperate with said rail at three or more points longitudinally thereof, the spacing between certain of said wheels exceeding the maximum spacing between juxtaposed` supports, and means for balancing the truck on the rail.

l0. In a mono-rail system, a flexible rail,` supports therefor' disposed at intervals, a relatively iniiexible truck having a length at least equal to that of two of sa'id intervals, end wheels disposed on said truck and adapted to cooperate-with said rail, wheels disposed on said truck intermediate said end wheels and adapted to cooperate with said rail, said wheels being fixed against vertical movement relative to said truck, and means for balancingthe truck on the rail.

l1. In a railway system, an elevated rail,`f

supports for said rail disposed at predetermovement along said rail, said carriage including a truck and a body portion supported from said truck having a length sufficient to span at least two of said intervals, said truck being provided with end wheels and a medial wheel intermediate said end wheels, said truck being further provided with wheels intermediate the medial andthe end wheels, all of said wheels being adapted to coperate with said rail. y

l2. In a railway system, an elevated rail, supports therefor disposed at intervals, a structure for supporting wheels havingl a length sufficient to span at least two of said intervals, wheels journaled on said structure in journals fixed against relative spacial movement, and means for driving certain of said wheels.

13. In a system of the class described, a

`plurality of supports spaced apart from one said intervals, means supported on said supports for guiding said truss member on and between said supports, means for propelling said truss member, and a car supported by said truss member.

lt. ln a system of the class described, a pluralityT of supports disposed at predetermined intervals, a movable truss member adapted to be supported thereby and having a length sutticient to span at least two of said intervals, means supported by said supports and adapted to guide said truss member thereon and therebetween, means for propelling said truss member, said truss member including three or more wheels adapted to coperate with said supports tol form fulcrum points for said truss member.

messes@ 155;y n a system ot the class described, e plurality of supports disposed at a predetermined interval', a truss member adapted to be'supported thereon at three or more points longitudinally spaced apart and having a length sufficient to span at least two of said intervals, a car body supported by said truss member, and` means for moving said truss member along said supports consecutively.

In testimony whereof I afliX my signature in presence ot' two witnesses.

LOUIS' E. FlSCl-llit. Witnesses Lorrnc J oRDoN, C. L. Dow.

Copies of this patent may be obtained for ve cents each, by addressing they Commissioner of Patents,

Washinsrton, D. C. 

